30 Ice and Rain Protection

A330-200/300
TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T1+T2 (LVL 2&3) (PW 4000/ME)
ICE AND RAIN PROTECTION
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
A330-200/300 TECHNICAL TRAINING MANUAL
ICE AND RAIN PROTECTION

Ice & Rain Protection Line MAINT Briefing (2) . . . . . . . . . . . . . . . . . 2
WING ICE PROTECTION
Wing Ice Protection D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
ENGINE AIR INTAKE ICE PROTECTION
Engine Air Intake Ice Protection D/O (3) . . . . . . . . . . . . . . . . . . . . . . 52
PROBE ICE PROTECTION
Probe Ice Protection D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
WINDSHIELD PROTECTION
Windshield A.ICE/Defogging & Rain PROT D/O (3) . . . . . . . . . . . . 70
POTABLE AND WASTE WATER ICE PROTECTION
Potable & Waste Water Ice Protection D/O (3) . . . . . . . . . . . . . . . . . 78
ESCAPE SLIDE LOCKING MECHANISM ICE
PROTECTION
Escape SLD Locking Mechanism Ice PROT D/O (3) . . . . . . . . . . . . 82
ICE DETECTION
Ice Detection D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
MAINTENANCE PRACTICE
Ice & Rain Protection System Base Maintenance (3) . . . . . . . . . . . . 96
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MAINTENANCE COURSE - T1+T2 (LVL 2&3) (PW 4000/ME) TABLE OF CONTENTS Mar 27, 2007
30 - ICE AND RAIN PROTECTION Page 1
ICE & RAIN PROTECTION LINE MAINT BRIEFING (2)

SYSTEM OVERVIEW
GENERAL
The Ice and Rain Protection System allows aircraft operation without
restriction in icing conditions or heavy rain. Critical areas of the
aircraft are protected by hot air or electrical heating. The different sub
systems of the Ice and Rain Protection System are:
- wing ice protection,
- engine air intake ice protection,
- probe ice protection,
- windshield anti-icing, defogging and rain protection,
- potable and waste water ice protection,
- escape slide locking mechanism ice protection,
- ice detection,
- maintenance/test facilities.
When you work on aircraft, you must obey all the safety procedures
listed in the AMM.
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SYSTEM OVERVIEW - GENERAL

SYSTEM OVERVIEW (continued)
WING ICE PROTECTION
During icing conditions, hot air is supplied by the pneumatic system
to the four outboard slats to raise the temperature. Bleed air is supplied
to each wing through two Wing Anti Ice (WAI) valves, one for the
slat number four and one for slats number five, six and seven.
If a failure occurs in the wing ice protection system:
- the Zone Controller (ZC) sends the failure data to the Centralized
Maintenance Computer (CMC),
- the System Data Acquisition Concentrator (SDAC) sends data to
the ECAM.
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SYSTEM OVERVIEW - WING ICE PROTECTION

ENGINE AIR INTAKE ICE PROTECTION
Engine air intake ice protection protects the engine during operation
in ambient icing or snowy conditions. Hot air bled from High Pressure
compressor 15th stage is used to heat the air intake lip. Hot air is
supplied through an engine cowl air intake anti-ice valve.
The Engine Relay Unit (ERU) and the Electronic Engine Control
(EEC) of the Full Authority Digital Engine Control (FADEC) control
the anti-ice valve. The engine air intake ice protection system
interfaces with the SDAC for the ECAM system for fault indication,
the Zone Controller for engine control.
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SYSTEM OVERVIEW - ENGINE AIR INTAKE ICE PROTECTION

PROBE ICE PROTECTION
Ice protection of the static ports, Angle Of Attack (AOA) sensors,
pitot and Total Air Temperature (TAT) probes is achieved by electrical
heating. Three Probe Heat Computers (PHCs) control the heating
elements. Probe heating system is automatically or manually
controlled. In case of severe icing conditions on ground, automatic
operation can be overridden with the PROBE/WINDOW HEAT
P/BSW.
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SYSTEM OVERVIEW - PROBE ICE PROTECTION

WINDSHIELD ANTI-ICING
Ice protection for windshield and demisting for windows is electrically
achieved. Two independent Window Heat Computers (WHCs), one
for each side, monitor and control the heaters. They include an
overheat protection. Window heating system is automatically or
manually controlled. In case of severe icing conditions on ground,
automatic operation can be overridden with the PROBE/WINDOW
HEAT P/BSW.
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SYSTEM OVERVIEW - WINDSHIELD ANTI-ICING

RAIN PROTECTION
Rain removal from the windshield is done by two independent wipers
and in heavy rain, by a rain repellent system. These systems are
controlled from the overhead panel. The rain repellent is discharged
onto the left or right windshield from a pressurized canister installed
at the rear of the cockpit.
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SYSTEM OVERVIEW - RAIN PROTECTION

POTABLE AND WASTE WATER ICE PROTECTION
An automatic ice protection of the water lines is installed to prevent
ice formation. The system has 3 subsystems:
- potable water ice protection,
- waste water ice protection,
- water servicing panels heating.
Two Ice Protection Control Units (IPCUs) control the electrical heating
elements in the related area.
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SYSTEM OVERVIEW - POTABLE AND WASTE WATER ICE PROTECTION

ESCAPE SLIDE LOCKING MECHANISM ICE
PROTECTION
An electrical ice protection system is installed to give a safe disarming
of the escape slides on ground. The system prevents ice formation of
condensation water in the Slide Attachment Fittings (SAFs). Each
passenger/crew door has two heated SAFs. The heating elements
located in the related locking plate are powered automatically when
icing conditions are detected, if the escape slide is armed. Two IPCUs
control the heating elements.
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SYSTEM OVERVIEW - ESCAPE SLIDE LOCKING MECHANISM ICE PROTECTION

ICE DETECTION
The function of the ice detection system is to give the crew a better
detection of the icing conditions. The system has two separate ice
detectors installed on the forward lower section of the fuselage. An
external visual ice indicator with an integrated light is installed
between the two windshields.
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SYSTEM OVERVIEW - ICE DETECTION

SERVICING
CHECK OF RAIN-REPELLENT FLUID CAN ASSEMBLY
FOR CORRECT FLUID LEVEL AND PRESSURE
This task is accomplished to check that the rain-repellent fluid level
and pressure are set correctly.
For the pressure gage:
- make sure that the pointer points to the green area,
- if the pointer points to the yellow area, replace the rain-repellent
fluid can.
For the fluid level:
- make sure that there is sufficient rain-repellent fluid in the gage
assembly,
- if you see the surface of the fluid, replace the rain-repellent fluid
can,
- if level and/or pressure is/are not correct, change the rain-repellent
fluid can.
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SERVICING - CHECK OF RAIN-REPELLENT FLUID CAN ASSEMBLY FOR CORRECT FLUID LEVEL AND PRESSURE

- push the P/B,
SERVICING (continued) - make sure that the fluid level is correct and increases to the correct
pressure,
FLUID CAN REPLACEMENT PROCEDURE
- make sure that there is no leak.
- disconnect the hose from the drain valve,
WARNING: DO NOT GET THE FLUID ON YOUR SKIN OR IN
- remove the container from the A/C,
YOUR EYES. IF YOU DO:
- make sure that the work area is clean,
- FLUSH IT AWAY WITH CLEAN WATER,
- clear of tools and items,
- GET MEDICAL AID.
- close the access door,
CAUTION: MAKE SURE THAT THE FLUID DOES NOT STAY - remove the warning notice from the cockpit.
ON THE AIRCRAFT STRUCTURE. IF THE FLUID
GETS ON THE AIRCRAFT STRUCTURE, WASH IT
OFF IMMEDIATELY WITH SOAP AND WATER.
Put a warning notice in the cockpit to tell people not to operate the
RAIN RePeLeNT P/BSWs.
WARNING: MAKE SURE THAT YOU DEPRESSURIZE THE

RAIN REPELLENT SYSTEM BEFORE YOU
REMOVE THE RAIN REPELLENT FLUID CAN.
RAIN REPELLENT FLUID CAN COME OUT
SUDDENLY IF YOU REMOVE THE FLUID CAN
WITH THE SYSTEM PRESSURIZED.
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Connect a hose to the drain valve of the rain repellent fluid gage and
put the hose outlet in a container.
Push the P/B to depressurize the system.
- remove the clamp,
- loosen and remove the fluid can,
- remove and discard the seal,
- put a blanking plug on the disconnected line ends,
- after cleaning the components interfaces, remove the blanking plug
and install a new seal,
- put the new rain repellent fluid can and tighten it manually,
- install the clamp on the can and tighten it,
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SERVICING - FLUID CAN REPLACEMENT PROCEDURE
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- lockwire the locking screw in position.
MEL/DEACTIVATION For the wing anti-ice valve above, the procedure is different:
- check that the indicator is in the closed position,
DEACTIVATION OF THE WING ANTI-ICE CONTROL
- if not, slowly move the shaft with your hand to the required position,
VALVE - move the locking clip across until you feel the lock engages,
The A/C Minimum Equipment List (MEL) will allow dispatch with - if possible, slightly adjust the position of the shaft to get a movement
one or more wing anti-ice valve in the locked closed position or with of the locking clip.
one open on each side. Let us see the valve deactivation in closed
position provided the A/C is not operated in icing conditions: NOTE: The unlocked position of the locking clip is in the
- check that the pneumatic system is not pressurized, the engines and middle-free position. It can be moved in either direction to
the APU are shut down, lock the valve.
- use the slat/flap control lever-locking tool to lock the slat/flap control - remove the locking tool slat/flap control lever,
lever in position, - check that tools used during this procedure are removed,
- open, safety and tag the related circuit breakers. - install the applicable access panel.
WARNING: DO NOT TOUCH THE ANTI-ICE DUCTS UNTIL NOTE: Make an entry in the A/C technical log after the wing anti-ice
THEY ARE COOL. THE DUCTS STAY HOT FOR control valve has been deactivated in the closed locked
SOME TIME AFTER THE ENGINE STOPS AND CAN position.
BURN YOU. WEAR GOOGLES WHEN YOU
REMOVE OR INSTALL LOCKWIRE. CUT, REMOVE
AND DISCARD THE LOCKWIRE AS YOU DO THE
TASK. LOOSE LOCKWIRE CAN CUT OR BLIND
YOU.
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To gain access to the valves:

- remove the applicable access panel.
The wing anti-ice valves are identical but the locking procedure is
different due to the valve installation position. A lock screw locks the
wing valve below. A locking clip locks the wing valve above. For the
wing anti-ice valve above, an inspection mirror is necessary.
To deactivate the wing anti-ice control valve below:
- remove and discard the lockwire from the locking screw,
- move the indicator to the closed position,
- remove the locking screw from the stowage position,
- install the locking screw through the locking hole in the indicator,
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MEL/DEACTIVATION - DEACTIVATION OF THE WING ANTI-ICE CONTROL VALVE
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Do an engine running test and nacelle ANTI ICE FAULT indication
MEL/DEACTIVATION (continued) test to make sure that the shut-off part of the anti-ice valve operates
correctly for the A/C dispatch.
DEACTIVATION OF THE ENGINE AIR-INTAKE
Check that tools used during this procedure are removed, close the
ANTI-ICE CONTROL VALVE access doors, and make the thrust reverser serviceable.
The A/C MMEL will allow dispatch with the pressure regulating Make an entry in the A/C technical log after the pressure regulating
section of the air-intake anti-ice valve deactivated in the open, provided section of the air intake anti-ice valve has been deactivated in the open
the associated shut-off section is checked operative. locked position.
WARNING: BE CAREFUL WHEN YOU WORK ON THE ENGINE

COMPONENTS IMMEDIATELY AFTER THE
ENGINE IS SHUTDOWN. THE ENGINE
COMPONENTS CAN STAY HOT FOR UP TO ONE
HOUR. WAIT FIVE MINUTES AFTER ENGINES
SHUTDOWN BEFORE DOING THIS PROCEDURE.
YOU MUST NOT TOUCH HOT PARTS WITHOUT
APPLICABLE GLOVES. HOT PARTS CAN CAUSE
AN INJURY. IF YOU GET AN INJURY PUT IT IN
COLD WATER FOR TEN MINUTES AND GET
MEDICAL AID.
Open, safety and tag the related circuit breakers.
Make sure that the engines shutdown occurred at least five minutes
before you do this procedure,
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- make the thrust reverser unserviceable.

- open the access door (417DL for ENG 1, 427 DL for ENG 2) to gain
access to the engine air-intake anti-ice valve,
- push the P/BSW to unlock the valve positioner,
- use a wrench and turn the valve positioner until the OPEN indication
is aligned with the P/BSW,
- release the P/BSW to lock the valve positioner in the OPEN position.
NOTE: This will let air flow through the valve.
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MEL/DEACTIVATION - DEACTIVATION OF THE ENGINE AIR-INTAKE ANTI-ICE CONTROL VALVE
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MAINTENANCE TIPS-PROBE HEAT SYSTEM
When the aircraft is parked, it is recommended to install protective covers
on the air data probes (static ports, pitot probes, Angle Of Attack (AOA)
probes, True Air Temperature (TAT) probes). The protective covers help
to protect the probes from contamination. The covers should be marked
with REMOVE BEFORE FLIGHT. Ground personnel must make sure
that the covers are removed before flight or before the power is applied
to the probes (engine start or ground test). The probe heat system operates
automatically to power the air data probe heaters when at least one engine
is running. It is also designed to operate automatically when the aircraft
is in flight. During troubleshooting and ground operations, observe the
following precautions:
- do not pull the Probe Heat Computer (PHC) or EIVMU or Landing
Gear Control and Interface Unit (LGCIU) power supply circuit breakers,
if you do so this causes the flight mode heating of the probes and static
ports,
- make sure that the entire probe heat C/Bs are pulled (Static supply (28V
DC), AOA supply, pitot supply and TAT supply (all 115V AC)).
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MAINTENANCE TIPS-PROBE HEAT SYSTEM
WING ICE PROTECTION D/O (3)

GENERAL
The wing ice protection system prevents the formation of ice on the
leading edge of slats No. 4, 5, 6 and 7. The system uses bleed air from
the engines to heat the slats. The system is divided into two subsystems,
one for each wing. Each subsystem is divided into two parts:
- one for the slat 4,
- one for the slats 5, 6 and 7.
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GENERAL

WING ANTI-ICE AIR DUCTING DESCRIPTION
In each wing, bleed air goes through two anti-ice control valves, a
telescopic duct, an in-line restrictor, a flexible duct and piccolo tubes.
The telescopic duct extends and retracts with the movement of the slats,
and connects the air supply from the rigid duct to the slat 4 and 6 piccolo
tubes. Two flexible ducts connect the piccolo tube in slat 6 to the piccolo
tubes in slats 5 and 7. The restrictor is installed downstream of each
anti-ice valve. It limits the airflow to the slats. The piccolo tube releases
the air into the slats through holes along their FWD length.
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WING ANTI-ICE AIR DUCTING DESCRIPTION

chamber of the actuator. The increase of pressure in the top chamber
WING ANTI-ICE VALVE DESCRIPTION causes the actuator rod to move down. This moves the butterfly near
the closed position, which decreases the downstream pressure.
The wing anti-ice control valve is of the butterfly type, electrically
If the downstream pressure decreases, the spring (in the pilot-valve
controlled and pneumatically operated. This valve fulfills the pressure
outer chamber) moves the needle to its initial position. The pressure
regulation, the shut-off function and is spring-loaded closed. The valve
in the top chamber decreases and the actuator rod moves up. This
outlet pressure is controlled at 22.5 ± 2.5 PSI.
moves the butterfly to the open position.
Each valve is composed of:
When the solenoid is de-energized, the valve butterfly is closed.
- an actuator rod,
- a butterfly body,
- a pilot-valve assembly,
- a solenoid valve,
- a valve position microswitch,
- two pressure switches,
- two ground test connections.
The anti-ice valve is installed in the fixed leading edge of the wing and
is accessible through a dedicated panel. For A/C dispatch, the valve can
be manually locked in the open or closed position by means of a manual
activation/deactivation device. A visual indicator shows the open or
closed position of the valve butterfly.
PRESSURE REGULATING VALVE INTERNAL
OPERATION
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When the solenoid valve is energized, the poppet moves to the open
position. This movement connects the top chamber of the actuator to
the atmosphere. The upstream bleed-air pressure is transmitted to the
middle chamber of the actuator. This pressure is larger than the force
of the spring in the top chamber, then the actuator rod moves up and
opens the butterfly.
The pressure downstream of the butterfly is transmitted to the inner
chamber of the pilot valve.
When this pressure becomes greater than the force of the spring in
the outer pilot-valve chamber, the diaphragm extends, which moves
the check valve. This connects the upstream pressure to the top
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WING ANTI-ICE VALVE DESCRIPTION - PRESSURE REGULATING VALVE INTERNAL OPERATION

A functional test of the valve is possible using APU bleed air. For
OPERATION that purpose the APU Electronic Control Box (ECB) receives a discrete
from the GROUND TEST relay to boost the bleed air during the
This part describes the wing anti-ice system in normal and abnormal
ground wing anti-ice test.
operation and monitoring.
NORMAL OPERATION
The wing anti-ice system is normally used in flight and can also be
tested on ground for 30 seconds.
In flight: When the WING ANTI-ICE P/BSW is selected ON, the ON
light comes on, the MODE and GROUND TEST relays are open and
the CONTROL relay is closed. The valve solenoids are energized
allowing the valves to open and to regulate at 22.5 ± 2.5 PSI. The
WING ANTI ICE indication is displayed in green on the EWD.
The Engine Electronic Controller (EEC) or the Engine Control Unit
(ECU) acquires the P/BSW configuration through the Engine Interface
and Vibration Monitoring Unit (EIVMU) for engine power increase
according to the bleed demand. The Zone Controller (ZC) acquires
discrete inputs from the wing anti-ice system to monitor the system
and manage the bleed air.
For each system, the valve position microswitch in the actuator body
gives the butterfly position. This information is transmitted to the
ECAM for ANTI ICE white indication and for green anti-ice valve
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symbol indications on the SD BLEED page. When the P/BSW is

released out, the valve solenoids are de-energized and the valves close,
no indication is displayed on the BLEED page of the SD.
On ground: Landing Gear Control and Interface Unit 1 (LGCIU1)
sends a ground signal to the MODE relay.
When the WING ANTI-ICE P/BSW is selected ON, the MODE relay
is energized and the GROUND TEST relay is open for 30 seconds.
Consequently the CONTROL relay is also closed for 30 seconds
allowing the valves to be energized for a limited time, thus preventing
the slats from overheating. After 30 seconds, the GROUND TEST
relay closes and de-energizes the valves through the CONTROL relay.
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OPERATION - NORMAL OPERATION
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OPERATION - NORMAL OPERATION
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OPERATION (continued)
ABNORMAL OPERATION
A failure is detected by a logic that combines the P/BSW switch
position, the status of the valve position microswitch and the LP switch
state.
When the WING ANTI ICE P/BSW is selected ON and the valve is
not open, the associated LP switch controls the FAULT relay to open.
The P/BSW FAULT legend comes on. The A.ICE WING VALVE
NOT OPEN warning message is displayed on the ECAM. On the
BLEED page of the SD, the ANTI ICE indication is displayed in
amber.
When the WING ANTI ICE P/BSW is selected off but the valve is
not closed, as detected by the microswitch, the P/BSW FAULT legend
comes on. The A.ICE L(R) INR(OUTR) WING OPEN warning
message is triggered on the ECAM.
The wing anti-ice system is only used in flight so, on ground, the
valves must be closed (except during test). In this condition, if the
valves are open, the A.ICE WING OPEN ON GND warning message
is triggered on the ECAM and the P/BSW FAULT legend comes on.
When a wing anti-ice control relay failure is detected, the A.ICE WAI
SYS FAULT warning message is displayed on the ECAM. The P/BSW
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FAULT legend comes on.

When the system is ON and any valve is open with a LP detection
(13.5 ± 0.5 PSI), the A.ICE L(R) INR(OUTR) LO PR message is
displayed on the ECAM and the FAULT light comes on, on the
P/BSW.
At the same time, fault messages are sent to the Central Maintenance
Computer (CMC) via the ZC.
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OPERATION - ABNORMAL OPERATION

OPERATION (continued)
MONITORING
On the ground, the wing ice-protection system test starts when the
WING ANTI ICE P/BSW is selected ON. If the test continues for
more than 35 seconds, the ECAM shows the warning message A.ICE
GND TST OVRUN. The crew must then stop the operation of the
wing ice-protection system to prevent heat damage to the slats.
During valve operation, if the downstream pressure increases to 31 ±
1 PSI, the related High Pressure (HP) switch gives an HP signal and
the A.ICE L(R) INR(OUTR) HI PR warning message is displayed on
the ECAM. The valve symbol and the ANTI ICE indication are
displayed in amber color on the SD BLEED page.
In those two cases, with warning messages displayed on the ECAM,
the P/BSW FAULT legend is not on
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OPERATION - MONITORING
ENGINE AIR INTAKE ICE PROTECTION D/O (3)

GENERAL
Engine air intake ice protection is achieved by heating the nose cowl lip
with air bleed from the fifteenth stage of the engine compressor. If at
least one of the two engine air intake anti-ice systems is selected ON, the
ENGine ANTI ICE message appears in green on the ECAM memo
display.
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GENERAL

ENGINE ANTI-ICE AIR DUCTING DESCRIPTION
The air bled from the engine compressor goes through duct sections, an
engine anti-ice valve (Pressure Regulating Shut-Off Valve) and downward
through a venturi and the bifurcation firewall seal. The air bled from the
fifteenth stage is the heat source and is also the muscle pressure used to
operate the engine anti-ice valve. The ducting is in four sections, three
engine mounted (upper, lower and FWD) and one mounted in the fan
cowl. The venturi is designed to maintain a downstream pressure of 150
psi.
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ENGINE ANTI-ICE AIR DUCTING DESCRIPTION

ENGINE ANTI-ICE VALVE DESCRIPTION
The engine anti ice valve is an inline dual piston assembly where one
piston controls shut-off and the other piston regulates the air flow. The
two pistons are housed in separate chambers in a common valve body
and operate independently of each other. The anti-ice valve is controlled
by the Electronic Engine Control (EEC) through the Turbine Vane and
Blade Coding (TVBC) air shut-off valve/anti ice valve solenoid, which
enables the shut-off section of the valve to be pressurized or vented to
ambient. The engine anti-ice valve is installed on the upper left hand side
of the engine. The valve can be manually locked in the fully open or fully
closed position by means of a manual locking lever. On the valve, a visual
indicator shows the valve position: OPEN, CLOSED or UNLOCKED.
INTERNAL OPERATION
When the solenoid is energized, application of muscle pressure forces
the valve closed. When the solenoid is de-energized, muscle pressure
is removed from the shut-off section, moving the piston to the open
position. The valve regulation section has a piston, which moves to
control anti-ice air pressure to 150 psi by changing the size of the
opening in an annular orifice.
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ENGINE ANTI-ICE VALVE DESCRIPTION - INTERNAL OPERATION

ENGINE ANTI-ICE VALVE OPERATION
This topic describes the normal, abnormal operation and the engine
anti-ice valve monitoring.
NORMAL OPERATION
When the engine operates and the ENG ANTI ICE P/BSW is selected
ON, the TVBC air shut-off valve/anti ice valve solenoid is
de-energized and the engine anti-ice valve opens. The internal pressure
transducer of the EEC is used to detect the open position of the engine
anti-ice valve. This information is transmitted to the ECAM via the
System Data Acquisition Concentrator (SDAC) for ENG A. ICE green
memo indication on the EWD. The Zone Controller (ZC) acquires
the ENG ANTI ICE P/BSW status and the "valve not closed"
information for engine bleed status. The Engine Interface and
Vibration Monitoring Unit (EIVMU) acquires the bleed air demand
from the ZC and transmits it to the EEC for engine power management.
The EEC also activates the continuous ignition when the P/BSW is
set to ON.
When the ENG ANTI ICE P/BSW is selected off, the solenoid is
energized and the valve closes. No indication is then displayed on the
memo area of the EWD.
G5707111 - G3GT0M0 - FM30D2000000006
G5707111 - G3GT0M0 - FM30D2000000006
ENGINE ANTI-ICE VALVE OPERATION - NORMAL OPERATION

ENGINE ANTI-ICE VALVE OPERATION (continued)
ABNORMAL OPERATION
The command signal for the shut-off section is based on the P/BSW
status to the EEC on EIVMU data bus. A failure is detected by a logic
that combines the P/BSW configuration and the pressure downstream
of the engine anti-ice valve provided by the pressure transducer. When
the ENG ANTI ICE P/BSW is selected ON but the valve is not open,
the P/BSW FAULT legend comes on. The A.ICE ENG 1 (or 2)
VALVE CLOSED and AVOID ICING CONDITIONS warning
messages are triggered on the EWD. The hardwired alternate
start/ignition discrete is used by the EEC as a backup to control the
engine anti-ice valve when the data bus information is not available.
G5707111 - G3GT0M0 - FM30D2000000006
G5707111 - G3GT0M0 - FM30D2000000006
ENGINE ANTI-ICE VALVE OPERATION - ABNORMAL OPERATION

ABNORMAL OPERATION (CON'T)
When the ENG ANTI ICE P/BSW is selected off but the valve is not
closed, the P/BSW FAULT legend comes on. Then, the A. ICE ENG
1 (or 2) VALVE OPEN warning message is triggered on the EWD.
G5707111 - G3GT0M0 - FM30D2000000006
G5707111 - G3GT0M0 - FM30D2000000006
ENGINE ANTI-ICE VALVE OPERATION - ABNORMAL OPERATION (CON'T)

ENGINE ANTI-ICE VALVE MONITORING
Thermocouples mounted in the fan compartment area monitor the
compartment air temperature. The EEC will generate a class 2 message
if the temperature exceeds 121°C (250°F).
PROTECTION
The venturi is used to limit airflow from the engine in case of
downstream burst duct. The ducting in the fan and engine inlet sections
is covered by a shroud with pressure relief doors, to vent the hot air
overboard in the event of burst duct.
G5707111 - G3GT0M0 - FM30D2000000006
G5707111 - G3GT0M0 - FM30D2000000006
ENGINE ANTI-ICE VALVE OPERATION - ENGINE ANTI-ICE VALVE MONITORING & PROTECTION
PROBE ICE PROTECTION D/O (3)

GENERAL
The function of the probe ice protection system is to provide probe
electrical heating to prevent ice formation. An electrical heating system
integral with each probe operates to maintain probe efficiency. The Probe
Heat Computer (PHC) ensures permanent monitoring of probes
automatically. In cases of severe icing conditions on ground, automatic
operation can be overridden by means of the Probe & Windows Heat
P/BSW.
G5707111 - G3GT0M0 - FM30D7000000001
MAINTENANCE COURSE - T1+T2 (LVL 2&3) (PW 4000/ME) PROBE ICE PROTECTION D/O (3) Dec 04, 2006
G5707111 - G3GT0M0 - FM30D7000000001
GENERAL
PROBE ICE PROTECTION D/O (3)

CONTROL AND OPERATION
Captain, First Officer and standby probes are heated by independent
systems controlled by a PHC. The standby system has no Total Air
Temperature (TAT) probe.
The heated probes are: static ports, Angle Of Attack (AOA), pitot and
TAT. Probes and static ports are automatically heated when engine 2 or
3 is started on ground or in flight using the landing gear status. TAT
probes are heated only in flight and pitot probes have 2 heating levels,
low on ground and normal in flight. The Probe & Windows Heat P/BSW
overrides the automatic operation.
INDICATING
In case of a probe heating fault, the PHC sends an output to the Flight
Warning Computer (FWC), via the Air Data/Inertial Reference Unit
(ADIRU), which generates an ECAM and an aural warning. The PHC
also transmits fault messages to the Central Maintenance Computer
(CMC).
G5707111 - G3GT0M0 - FM30D7000000001
G5707111 - G3GT0M0 - FM30D7000000001
CONTROL AND OPERATION & INDICATING
WINDSHIELD A.ICE/DEFOGGING & RAIN PROT D/O (3)

COCKPIT WINDOWS ANTI-ICE DEFOGGING AND RAIN
PROTECTION GENERAL
The anti-icing and defogging system keeps a clear visibility through the
windshield and windows in icing or foggy conditions. This is achieved
by electrical heating of the windshield and windows. In heavy rain
conditions, rain removal from the windshield is ensured by two
independent wipers and a rain repellent liquid, stored in a pressurized
bottle, which may be sprayed onto the windshield to improve visibility.
G5707111 - G3GT0M0 - FM30D8000000001
MAINTENANCE COURSE - T1+T2 (LVL 2&3) (PW 4000/ME) WINDSHIELD A.ICE/DEFOGGING & RAIN PROT D/O (3) Dec 04, 2006
G5707111 - G3GT0M0 - FM30D8000000001
COCKPIT WINDOWS ANTI-ICE DEFOGGING AND RAIN PROTECTION GENERAL

ANTI-ICE AND DEFOGGING CONTROL AND
MONITORING
Heating is automatically initiated at first engine start-up and stops at last
engine shut-down. The PROBE & WINDOW HEAT P/BSW overrides
the automatic operation.
Monitoring and overheat protection control are achieved by two fully
independent Window Heat Computers (WHCs), one for each side. For
the windshield, there are 2 heating levels, low on ground and normal in
flight and only one heating level for windows. Fixed and sliding windows
are heated in series. Ground/flight information is provided by the status
of the landing gear.
The WHC controls the windshield and windows temperature heating
using temperature feedback from the temperature sensors. There are 3
sensors fitted on the windshield and 3 sensors fitted on each fixed window.
The WHC is connected to two sensors of the windshield and one sensor
of each fixed window. If one sensor of the windshield fails, the WHC
automatically switches to the second sensor without any maintenance
action (first sensor failure identified by corresponding class 3 Central
Maintenance Computer (CMC) fault message). The third sensor has to
be connected manually at terminal block level. In case of a
window-heating fault, the WHC sends an output to the ECAM via the
G5707111 - G3GT0M0 - FM30D8000000001
System Data Acquisition Concentrator (SDAC). The WHC also transmits

fault messages to the CMC.
G5707111 - G3GT0M0 - FM30D8000000001
ANTI-ICE AND DEFOGGING CONTROL AND MONITORING

WIPER SYSTEM
Each wiper is independently actuated by a two-speed electric motor
controlled by the WIPER control selector located on the overhead panel.
SLOW or FAST speed can be selected. When the selector is set to OFF,
the wiper stops in the parking position on the lower part of the windshield
and is lifted off the aircraft structure.
G5707111 - G3GT0M0 - FM30D8000000001
G5707111 - G3GT0M0 - FM30D8000000001
WIPER SYSTEM

RAIN REPELLENT SYSTEM
The rain repellent system is composed of a pressurized rain repellent can
assembly for storage, a gage assembly for pressure indicating, time
controlled solenoid valves, 2 spray nozzles and a blow-out reservoir,
which enables the spray nozzles to be purged with hot air.
When the rain repellent P/B is pressed in, the solenoid valve opens for a
short time. This causes a measured quantity of rain repellent liquid to be
sprayed onto the related windshield. On ground, the rain repellent system
is inhibited when engines are shut down.
G5707111 - G3GT0M0 - FM30D8000000001
G5707111 - G3GT0M0 - FM30D8000000001
RAIN REPELLENT SYSTEM
POTABLE & WASTE WATER ICE PROTECTION D/O (3)

GENERAL
An automatic electrical water ice protection system is installed to prevent
ice formation in the water pipes and drain masts in flight or on ground
at given freezing temperatures. Two Ice Protection Control Units (IPCUs)
control and monitor this system.
G5707111 - G3GT0M0 - FM30D9000000001
MAINTENANCE COURSE - T1+T2 (LVL 2&3) (PW 4000/ME) POTABLE & WASTE WATER ICE PROTECTION D/O (3) Dec 04, 2006
G5707111 - G3GT0M0 - FM30D9000000001
GENERAL
POTABLE & WASTE WATER ICE PROTECTION D/O (3)

ELECTRICAL HEATING ELEMENTS
Electrical heating elements equipped with temperature sensors, are fitted
on the following components:
- water lines,
- drain masts,
- water service panel,
- waste tank drain tubes and valve,
- toilet waste lines.
CONTROL
Electrical heating elements are controlled and monitored by two IPCUs.
The IPCUs turn the electrical heating on or off depending on information
from temperature sensors. Programmable temperature thresholds are
stored in the IPCUs.
A BITE test is performed every 5 minutes by the IPCUs, which transmit
the system status to the Cabin Intercommunication Data System (CIDS)
and to the Centralized Maintenance System (CMS).
G5707111 - G3GT0M0 - FM30D9000000001
G5707111 - G3GT0M0 - FM30D9000000001
ELECTRICAL HEATING ELEMENTS & CONTROL
ESCAPE SLD LOCKING MECHANISM ICE PROT D/O (3)

GENERAL
To make sure that the escape slide locking mechanism can be disarmed
at the opening of the door, the system prevents ice formation of
condensation water in the Slide Attachment Fittings (SAFs). Each
passenger door has two heated SAFs. The overwing-emergency exits
(only on the A340-600) have no heated SAFs.
The SAFs lock the escape slide girt-bar to the doorframe structure, when
the door-emergency control handle is in the ARMED position. They are
installed by the doors sill area of each passenger/crew door.
Two Ice Protection Control Units (IPCU 1 and IPCU 2) control and
monitor the 16 SAFs.
G5707111 - G3GT0M0 - FM30D6000000002
MAINTENANCE COURSE - T1+T2 (LVL 2&3) (PW 4000/ME) ESCAPE SLD LOCKING MECHANISM ICE PROT D/O (3) Dec 04, 2006
G5707111 - G3GT0M0 - FM30D6000000002
GENERAL

DESCRIPTION
The escape slide locking mechanism with the ice protection system is
composed of 16 SAFs and 2 IPCUs.
SLIDE ATTACHMENT FITTINGS
One SAF has:
- one electrical heater,
- one temperature sensor,
- one overtemperature switch.
The electrical heater is installed between the bottom of the SAF and
the SAF stop plate. The temperature sensor and the overtemperature
switch are installed on the lower side of the SAF:
- the temperature sensor is connected to one IPCU. It continuously
measures the temperature of the SAF,
- the overtemperature switch protects the heater element in case of a
malfunction of the temperature sensor. The cut-off temperature is
80±5°C (176±5°F).
G5707111 - G3GT0M0 - FM30D6000000002
G5707111 - G3GT0M0 - FM30D6000000002
DESCRIPTION - SLIDE ATTACHMENT FITTINGS

DESCRIPTION (continued)
ICE PROTECTION CONTROL UNIT LOCATION
Two IPCUs are installed:
- one on the right hand side of the Avionics Compartment,
- and one on the right hand side of the Aft Cargo Compartment.
The forward IPCU controls and monitors the SAFs of the following
four-passenger/crew doors: 1RH, 1LH, 2RH and 2LH. The aft IPCU
controls and monitors the SAFs of the following four-passenger/crew
doors: 3RH, 3LH, 4RH and 4LH.
G5707111 - G3GT0M0 - FM30D6000000002
G5707111 - G3GT0M0 - FM30D6000000002
DESCRIPTION - ICE PROTECTION CONTROL UNIT LOCATION

DESCRIPTION (continued)
ICE PROTECTION CONTROL UNIT FUNCTION
The primary functions of the IPCUs are:
- heating regulation,
- temperature range adjustment (customer option),
- heater and sensor disable/enable test,
- heater current monitoring,
- Cabin Intercommunication Data System (CIDS) interface,
- power-up reset.
G5707111 - G3GT0M0 - FM30D6000000002
G5707111 - G3GT0M0 - FM30D6000000002
DESCRIPTION - ICE PROTECTION CONTROL UNIT FUNCTION

NORMAL OPERATION
Each IPCU receives a 115 VAC power supply used for operation and
heater supply.
The Escape Slide Locking Mechanism with the Ice Protection System
has an interface with the Door Proximity Switch Control Unit (PSCU)
for door and slide arming signal information.
The IPCU controls each door heating SAF by closing the associated
power relay when the following conditions are met:
- the associated door is closed and the associated emergency control
handle is in the "armed" position (enable signal from PSCU),
- the SAF temperature sensor reads less than 12°C (53.6°F).
When the temperature is higher than 17°C (62.6°F), the IPCU switches
the heating off.
MONITORING
Each IPCU can be tested either automatically every five minutes or
manually from the MCDU through the CIDS GROUND SCANNING
page. Each heater element electrical current is monitored by its
associated IPCU for status fault detection. If a fault is detected, a fault
message will be then displayed on the FAP.
G5707111 - G3GT0M0 - FM30D6000000002
G5707111 - G3GT0M0 - FM30D6000000002
NORMAL OPERATION - MONITORING
ICE DETECTION D/O (3)

GENERAL
The purpose of the ice detection system is to provide better detection of
icing conditions and fuel saving by cutting off the anti ice system when
it is no longer necessary. Two ice detectors are installed on the fuselage
in front of the nose gear. A visual detection system informs the crew that
icing conditions are encountered, by accretion of ice on a visual lighted
indicator.
G5707111 - G3GT0M0 - FM30DA000000001
MAINTENANCE COURSE - T1+T2 (LVL 2&3) (PW 4000/ME) ICE DETECTION D/O (3) Dec 04, 2006
G5707111 - G3GT0M0 - FM30DA000000001
GENERAL
ICE DETECTION D/O (3)

OPERATION
The ice detection system is directly connected to the Flight Warning
Computer (FWC) to send warning messages to the crew on the EWD.
The ice detection system operates at electrical power-up. It sends warnings
in flight above 1500 ft and when the Total Air Temperature (TAT) is
below 8 degrees Celsius. The system is inhibited on ground.
INDICATION AND MONITORING

There are two levels of indication: ICE DETECTED corresponding to
an elementary detection and SEVERE ICE DETECTED corresponding
to 7 elementary detections. These two levels are displayed on the EWD.
A fault signal is displayed when the two ice detectors are faulty.
Each ice detector is equipped with a BITE function for continuous
monitoring. Fault signals are sent to the System Data Acquisition
Concentrator (SDAC) and to the Central Maintenance Computer (CMC).
VISUAL LIGHT INDICATOR

The ICE IND AND STBY COMPASS switch controls the illumination
of the lighted icing indicator.
G5707111 - G3GT0M0 - FM30DA000000001
G5707111 - G3GT0M0 - FM30DA000000001
OPERATION ... VISUAL LIGHT INDICATOR
ICE & RAIN PROTECTION SYSTEM BASE MAINTENANCE (3)

INTRODUCTION
One base servicing procedure is described in this module. This task
concerns the adjustment of the Water Ice Protection Data Unit (WIPDU)
coding switches and "enable micro switches" following the components
replacement.
This task is accomplished to set the WIDPU in function of the A/C heating
circuits configuration.
ADJUSTMENT OF THE WIPDU CODING SWITCHES AND

"ENABLE MICRO SWITCHES"
There are two WIPDUs by A/C: one is located in the avionic bay, the
other in the aft cargo compartment. As the AMM procedure is the same
for the FWD WIPDU setting and the aft WIPDU setting, the FWD
WIPDU procedure is chosen for example.
Do a visual inspection of the component interface and the adjacent area.
The WIPDU is a removable Printed Circuit Board (PCB) fitted next to
the Water Ice Protection fuse C/B box (WIP fuse C/B box).
Pull the WIPDU after screws removal.
Set the coding switches and "enable micro switches" according to the
A/C heating circuits configuration and heating requirements.
G5707111 - G3GT0M0 - FM30Y2BASEMCE02
NOTE: The displayed values are chosen for example. Each position of
the coding switch corresponds to an intensity value.
Install the WIPDU next to the WIP fuse C/B box and make sure the area
is clean.
MAINTENANCE COURSE - T1+T2 (LVL 2&3) (PW 4000/ME) ICE & RAIN PROTECTION SYSTEM BASE MAINTENANCE (3) Dec 04, 2006
INTRODUCTION & ADJUSTMENT OF THE WIPDU CODING SWITCHES AND "ENABLE MICRO SWITCHES"
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE G5707111
MARCH 2007
PRINTED IN FRANCE
AIRBUS S.A.S. 2007
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY

WITH BAE SYSTEMS

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A330-200/300

TECHNICAL TRAINING MANUAL

Under no circumstances should this document be used as a reference

It will not be updated.

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ICE AND RAIN PROTECTION

ICE & RAIN PROTECTION LINE MAINT BRIEFING (2)

SYSTEM OVERVIEW - GENERAL

ICE & RAIN PROTECTION LINE MAINT BRIEFING (2)

SYSTEM OVERVIEW - WING ICE PROTECTION

ICE & RAIN PROTECTION LINE MAINT BRIEFING (2)

SYSTEM OVERVIEW - ENGINE AIR INTAKE ICE PROTECTION

ICE & RAIN PROTECTION LINE MAINT BRIEFING (2)

SYSTEM OVERVIEW - PROBE ICE PROTECTION

ICE & RAIN PROTECTION LINE MAINT BRIEFING (2)

SYSTEM OVERVIEW - WINDSHIELD ANTI-ICING

ICE & RAIN PROTECTION LINE MAINT BRIEFING (2)

SYSTEM OVERVIEW - RAIN PROTECTION

ICE & RAIN PROTECTION LINE MAINT BRIEFING (2)

SYSTEM OVERVIEW - POTABLE AND WASTE WATER ICE PROTECTION

ICE & RAIN PROTECTION LINE MAINT BRIEFING (2)

SYSTEM OVERVIEW - ESCAPE SLIDE LOCKING MECHANISM ICE PROTECTION

ICE & RAIN PROTECTION LINE MAINT BRIEFING (2)

SYSTEM OVERVIEW - ICE DETECTION

ICE & RAIN PROTECTION LINE MAINT BRIEFING (2)

ICE & RAIN PROTECTION LINE MAINT BRIEFING (2)

WARNING: MAKE SURE THAT YOU DEPRESSURIZE THE

SERVICING - FLUID CAN REPLACEMENT PROCEDURE

SERVICING - FLUID CAN REPLACEMENT PROCEDURE

SERVICING - FLUID CAN REPLACEMENT PROCEDURE

SERVICING - FLUID CAN REPLACEMENT PROCEDURE

This Page Intentionally Left Blank

ICE & RAIN PROTECTION LINE MAINT BRIEFING (2)

To gain access to the valves:

MEL/DEACTIVATION - DEACTIVATION OF THE WING ANTI-ICE CONTROL VALVE

MEL/DEACTIVATION - DEACTIVATION OF THE WING ANTI-ICE CONTROL VALVE

MEL/DEACTIVATION - DEACTIVATION OF THE WING ANTI-ICE CONTROL VALVE

ICE & RAIN PROTECTION LINE MAINT BRIEFING (2)

WARNING: BE CAREFUL WHEN YOU WORK ON THE ENGINE

- make the thrust reverser unserviceable.

NOTE: This will let air flow through the valve.

MEL/DEACTIVATION - DEACTIVATION OF THE ENGINE AIR-INTAKE ANTI-ICE CONTROL VALVE

MEL/DEACTIVATION - DEACTIVATION OF THE ENGINE AIR-INTAKE ANTI-ICE CONTROL VALVE

MEL/DEACTIVATION - DEACTIVATION OF THE ENGINE AIR-INTAKE ANTI-ICE CONTROL VALVE

ICE & RAIN PROTECTION LINE MAINT BRIEFING (2)

MAINTENANCE TIPS-PROBE HEAT SYSTEM

WING ICE PROTECTION D/O (3)

WING ICE PROTECTION D/O (3)

WING ANTI-ICE AIR DUCTING DESCRIPTION

WING ICE PROTECTION D/O (3)

WING ANTI-ICE VALVE DESCRIPTION - PRESSURE REGULATING VALVE INTERNAL OPERATION

WING ICE PROTECTION D/O (3)

symbol indications on the SD BLEED page. When the P/BSW is

OPERATION - NORMAL OPERATION

OPERATION - NORMAL OPERATION

This Page Intentionally Left Blank

WING ICE PROTECTION D/O (3)

FAULT legend comes on.

OPERATION - ABNORMAL OPERATION